Driving mechanism.



' .c. ELDURY EA.

DRIVING MECHANISM.

APPLlCATION FILED JUNE 26. I912.

1,24%,185 Patented Oct. 23, 1917,-

I 2 S-HEETs-$HEET I.

. {Z072 v 760 WITNESSES INVENTOR C. E. DURYEA.

DRIVING MECHANISM. APPLICATION FILED JUNE 26. 19x2.

Patented Oct. 23,1917.

2 SHEETSSHEET 2 WITNESSES the frame and the iinrr re -rm CHARLES E. 'DURYEa'o'r SAGINAW, MICHIGAN. 1

To all whom z't may cohccrn: 7

Be it known that'I, CIiA LEsE. D YEQ a citizen of the ,United "Statesiof America and: resident of Saginaw-,- in the county of Saginaw and State of Michigan, have 1nvented certain new and useful lmprovements'in Driving Mechanism, of which the following s a specification, v

This vinvention relates to cert-am new and usefulimprovementsin driving mechanism for motor driven vehicles'and jit has for its objects among othersto'provide a simplified form of driving mechanism which shall have a wide range of speeds, as for service where the load may be heavy and the speed: preferablyslow, and also to provide a range of high speeds under normal working conditions, and further to provide amechan sni so simple in its nature as to give the 1111111 jury or derangement of parts. v e OtherobJects and advantages of the 1n mum amount of tro ble and not liableto in-f vention will hereinafter appear and ,the Q novel features thereof will be particularly pointed out in the appended claims. I

The invention is clearly illustrated in the accompanying drawings, which, with the numerals of reference marked thereon, form a part of this specification," and in which Figure l is a plan .of the rearframe or chassis ofthe vehiclewith portions broken away showing substantially one half of the parts, it be ing understood that the propelling wheels fupon opposite sides of the vehicle are driven by identical mechanism, be-' Fig. 5 is a sectional .view throughtthe housing" showing "the large and small pinions therein.

F ig. 6 is a section on lthe line 66 of Fig. 5,

i dis detail n elevation. witli' the shaft'insection shoi vin'gtwo positions of the friction gear or roller.

Fig. 8 is'a cross section'on the line's- 8 of Fig.3.

Like numerals of reference indicate like parts throughout the several views.

Referring to the drawings in which I have e drum friction gears:

A iplic ationgfiled lune 26, 1912. serial No. 705,962.",

cries.

. Specification of Letters Patent. 0. 15, 23,

chosen tof sh ow my present invention asfap plied to a twocycle engine, 1 designates the fly wheel disposed'between the engines there of, one of the cylindersbeing-shown at 2 with its corresponding crank case 8, and

withthe crank shaft e projecting'and car-'- rying 'the'transmission drum 5. WVhile it is understood that these engines may be offany preferred kind, I,have shown, for the pur pose of illustration in this application, 'simplythe cylinder and crank case as might beemployed by an engine of the two cycle type, but Without limiting myself to the em- 'ployment of the invention in connectionflw with suchparticularkind of engine, but reserve the right to use thesame in connection withany type of, motor, whether internal combustion, steam, or elect'ric,-'and whether of one or more cylinders or movlng elements.

The drum 5 is shown in section in Fig.- 1, and also in section upon a larger scale =1n' the crank shaft bywhich itis carried This drum carries two concentric internal gears,

' Fig. 2, the latter view showing a'portion of T thesmallerone, 6, being nearest the engine,-

and the large one, 7, being at the mouth-of the drum. Adapted to engage'theseinter- 'nal gears is a spur pinionS, which is. slidahle along the-shaft 9,'by;suitable shifting means '55 (not shown)',and splinedto the shaft so as} to compel the shaft 9 to turn with the pinion same number of teeth, so that the'shaft 9 revolves with the crank shaft 4.

' '8. Normally this pinion meshesinto the internal gear 6, concentrically and with the- In this system of propulsion I employa 5 friction ring or gear 11, attached to thepro pelling wheel 12 of the vehicle, in anysuitable manner,-and grooved. on both its inner and outer curved surfaces, these grooves beingcircumferential'and of suitable size for It is well known that to engageor disen Into this large ring gear I arrange to mesha large driving pinion 10 car 1 ried on the end of the shaft 9, near the wheel 7 .12 and in the plane of the ring gear 11.

ioo

gage friction gears of metal, very little movementisrequired, so that in actual prac= tice, a very slight movement of the pinion 10 toward theinner surface of the ring {11 willbring the two in contact, and ifsuflicient pressure is applied will cause the en'- gine to propel-the wheel 12 with -power.' To bring'the driving pinion 10 into contact with the ring 11, I arrange toswing the outer enclof the shaft 9 as a radius around speeds,

V quite evident a point approximately at the center of the pinion 8. To do thisI make the frame 13 of my chassis curved into a suitable are at that portion which supports the bearing 14 for the shaft 9. This bearing 11 is carried on a swiveled slide 15 which is arranged by a suitable means to be thrown forward or backward on the are by the shifting'rod 16, link 17, and the operating lever 18, or by other suitable means. In order to provide a somewhat higher speed, I arrange suitable shifting means to slide the pinion 8 on the shaft 9, away from the crank shaft end until it disengages the internal gear 6, and lies in the plane of the internal gear 7. I then shift it in the plane of the gear 7, until it engages and is driven by said gear at a somewhat faster speed. The shifting means for moving the pinion 8 laterally with respect to the line of progress of the vehicle and then lengthwise the vehicle to engage the internal gear 7,I have not shown, since obvious means can be applied by any mechanic, and this shifting device is not a part of this invention. WVhen the shaft 9, running at higher speed, is to propel the vehicle, the gear 10 is brought into engagement gradually with the ring 11, by means of the operating lever 18 and its connections 17 and 16, as before described.

It will be noted that since the shaft 9 in its varying positions of neutral, normal gear, and high gear differs more or less from a position continuous with theca-ses of the crank shaft, there must be either a universal joint or provision for a universal joint effect, and this I secure by slightly separating the spur teeth of the pinion 8, and the internal gears 6 and 7, so that the slight be permitted by these teeth. It is, of course,

that at some complication a universal joint could be provided between the crank shaft and the shaft 9, either side of the gearing employed, or without the use of gearing, but my arrangement secures both this universal joint service and a speed of normal and high, by the same mechanism. It is well known that such effects are often secured by the use of a spur pinion meshing into an internal gearing, as I propose, and

the slight movement in such a oint is not objectionable.

It is, of course, possible to employ some form of reducing gearing at or near the location of the drum 4;, for getting lower but I prefer to accomplish these, and also a reverse, by the mechanism shown in Figs. 4: to 7 inclusive, particularly shown in detail, sectional elevation, in Fig; 6. As shown here, I mount on the shaft 9, a small pinion 19, and parallel to the shaft 9, in a suitable housing 20, I mount a shaft 21, which has a large gear 22, adapted to be shifted laterally by suitable shifter fork universal joint action required may (not shown), fitting into the shifting slot 21 in the shaft 21. It will be seen from Fig. 6 that when the pinion 19 and gear 22 are in mesh and driving the shaft 21, the small friction gear or roller 23 will be in the plane of the large driving roller 10, and, therefore, in the plane of the driven ring 11. It is also evident that the shaft 21 will run in a reverse direction to the shaft 9, and so propel the vehicle in a reverse direction if the roller 23 is pressed against the ring 11 on the inside as the roller 10 is normally used. This secures the required reverse movement of the vehicle and the normal position of this roller 23 is shown in Figs. t and 7 in full lines. low speed, however, a somewhat different position is given to the shaft 21, by swinging the housing 20 angularly around the shaft 9 until it is brought into the position shown in dotted lines, Figs. 4 and 7, it being evident that the gears must be thrown out of mesh in order to draw the roller 23 out of the plane of the ring 11 far enough to permit it to pass the ring 11 and get on the outside thereof, in which position the gears are again meshed. Since this arrangement permits the roller 23 being placed in the' plane of the ring 11 in the dotted position, it is evident that a rearward movement will carry the large roller 10 farther away from the ring 11, and bring the roller now at dotted position back into contact with the ring 11, and thus at slow speed, somewhat slower than reverse To secure a drive the vehicle forward because the outer surface of this ring 11 ward. The mechanism for shifting the shaft surface against backward just as efliciently as for- 21 or swinging the housing 20 is not shown, I

but suitable studs 25 on the housing, for swlnging the housing 20, are shown in Fig.

6. In Figs. 4 and 7, stops or arms 26 and 27 are shown, which limit the angular move- 'ment of the housing 20 under the pressure applied by the operator, through the lever 18, the link 17 and shifting rod 16, as de; scribed.

It will be evident that when the roller 23 is carried toward the inner surface of the ring 11, for reverse motion, the rollerv 10 must not at the same time engage the ring- Y 11, and this is secured by having the stop 26 so placed that the distance between the roller 23 and the ring 11 requires less moves ment to secure contact, than the greater distance between the roller 10 and the ring 11, and that to engage the roller 10 for normal direct driven speeds, the shaft 21, with its roller 23, must be withdrawn so that the gear 22 is not in mesh with the pinion 19.

I have shown the frame of the chassis as body of the vehicle, and it is evident that the link 17 must pass at a greater or less distance from this ball center so that as the rear axle 29 of the vehicle rises and falls over obstacles in the road, there will be some tendency to shorten or lengthen the link 17 or its connections and thus produce some variation in the pressure with which the driving rollers engage the driven ring 11. To accommodate this slightly varyingmotion, I make the lever 18' with alarge eye where the link 17 is attached, and fill this eye with'rubber, as seen at 3l,'-to carry the pin of the link 17 as is done in rubber lined eyes of Vehicle springs. Itis, of course, evident that I can provide, in the link 17 or in the shifting rod 16, other elastic means, such as springs of some suitable kind mountedeither in cases or around telescopic slides as trace springs are sometimes employed in horse harness. There is more or less necessity of this spring action in this construction, owing tothe fact that if the operatorv should shift thepinion 8 from'the gear'6'to7 or vice "versa, Without releasing the pawl 29 of the operating lever 18'froin its rack 30, there would be a much greater strain on the link 17 or much less as might 31 largely compensates. v i I 7 Modifications in details maybe resorted happen, and for which the elastic medium:

to without departing from the spirit of the invention or sacrificin'g any of its advantages. What is claimed as newis Y 1. In a driving mechanism of the character described, a stationary motor, a drivingpinion' and a loose gearing'connection between the shaft of the motor and the driving pinion constructed to permit of swinging movement of the driven end of the shaft of the driving pinion.

2. In a driving mechanism of the char acter described, a motor and a friction roller drive mechanism combined with variable speed gears cooperating with the shaft of said roller drive mechanism to change the speed, and means to effect swinging movement of the driven end of the roller drive mechanism shaft.

3. In a driving mechanism of the class described, a driven Wheel, a single large ring carried by said driven wheel, and a friction drive roller, a shaft carrying said roller mounted to allow of cooperation of said roller with the inner or outer surfaces of said ring, and means to effect swinging movement of the driven end. of the shaft of said roller.

4:. In a driving mechanism of the class described, a shaft mounted to swing, a friction drive roller carried by one end of said shaft,1a" transmission drum'with concentric:

internal gears, and a pinion mounted for" sliding movement'on said shaft for cooperation with either of said gears.

5. A motor, its shaft, a secondary shaft adapted tobe actuated therefrom, cooperating gears carried by said shafts embodying a loose gear connection and swiveled meansfor moving one of the shaftsand its gear to bring the latter into operative relation with the other gearss I 6. In a drivingmechanism of the class described, a frame having an arc portion, a shaft, and a longitudinally dlsposed bearlng therefor slidingly swlveled on said are portion.

the arcportion, and a bearing for said shaft I 7. In a driving me'chanism of the' class described, a motor,an aux 1l1ary shaft, a frame having a longltudinally disposed arc portlon, a sl de mounted for inovement 'on.

carried 'by said slide, and a connectionbe- V tween said motor and said auxiliary: shaft.

8. In a driving 'mechanism of the classdescribed, a-motor, an auxiliary shaft, -a

frame having a longitudinally disposed-arc.- portion, a swivele'dslide mounted for move-.1 ment on the arc portion, and a bearing for" said shaft carried by said-slide, and a con-i nection-between said motor and said auxiliary shaft.

9. In a driving mechanism of the class described, a swiveled slide, anpoperating lever, a shifting rod,and a link, said lever havingan" enlarged opening receiving the.

loo

end ofsaid link, andan elastic tension :de

vice-fin said openingembracing the end=of saidlink.

10. In a driving mechanism of the class described, a motor and its crank shaft, a

transmission drum carried by' said crank shaft, an auxiliary shaft, a swiveled slide, and a bearing for said auxiliary shaft carried by said slide, and a connection between said motor and said auxiliary shaft.

11. In a driving mechanism of the class described, a motor and its crank shaft, a transmission drum carried by said crank shaft, an auxiliary shaft, a swiveled slide, a bearing for said auxiliary shaft carried by said slide, and a connection between said motor and said auxiliary shaft, an operating lever, a shifting rod, and a link provided with an elastic tension device.

12. In a driving mechanism of the class described, a motor, its crank shaft and a transmission drum carried thereby, an auxiliary shaft, a swiveled slide, a bearing for the auxiliary shaft carried by said slide, and a connection between said motor and said auxiliary shaft, an operating lever having an eye, a link attached to said eye, and resilient means filling said eye receiving the pin of the link.

13. In a driving mechanism of the class described, a shaft, a driving pinion carried thereby, a transmission drum having inner and outer internal gears, a pinion for co operation with said gears, there being an interposed loose intermeshing connectionbetween said last-named pinion and gears, and a bearing for said shaft mounted to swivel for swinging the shaft to bring an end thereof and its pinion into operative relation with said gears.

1 f. In a driving mechanism of the class described, a shaft, a driving pinion carried thereby, a transmission drum having inner and outer internal gears, a pinion for cooperation with said gears, there being an interposed loose intermeshing connection between said last-named pinion and gears, and a bearing for said shaft mounted to swivel for swinging the shaft to bring an end thereof and its pinion into operative relation with said gears, and a swiveled slide, said bearing being carried by said slide.

15. In a driving mechanism of the class described, a motor, a transmission drum, an auxiliary shaft and interposed gears, a movably mounted shaft, a pinion on the last-named shaft, and a pinion on the auxiliary shaft, and friction drive members carried by said shafts.

16. In a driving mechanism of the class described, a transmission drum, a shaft and interposed gears, a movably mounted shaft, interineshing gears on the last-named shaft and the first-named shaft, friction drive members carried by said shafts, said friction drive members being grooved, the propelling wheel and a ring grooved upon its inner and outer surfaces and carried by said propelling Wheel.

Copies of this patent may be obtained for five cents 1". In a driving mechanism ofthe class described, friction gears, cooperating gears, a shaft carrying one of said friction gears and having loose connection interposed between the same and the cooperating gears,

a shifting lever, a connecting member, and.

an interposed elastic device.

18. In a driving mechanism of the class described, a driven ring and. a driving roller cooperating therewith, a shaft for the. latter mounted in an adjustable bearing, means to effect swinging movement, of the driven end of said roller shaft and means for moving said bearing to vai'ythe pressure with which the driving roller engages the driven ring, said means embodying an elastic device 111- terposed between two of the members of said moving means.

19. In a driving mechanism, a stationary motor, transmission mechanism, and a connection between the motor shaft and such mechanism embodying a loose internal and external gear connection permitting swinging movement of an end of the shaft of the transmission mechanism.

20. In a driving mechanism, a motor, a transmission gearing, and a connection between the motor shaft and said gearing embodying a driven shaft and means movable to each, by addressing the, Commissioner of Patents,

Washington, D. G.

the motor shaft. i 

